Dual control mechanism



Dec. 1, 1953 H. H. WAGNER 2,660,902

DUAL. CONTROL MECHANISM Filed April 14, 1951 2 Sheets-Sheet l INVENTOR. mmom m man 4 yll w-zy ATTORNEY Dec. 1, 1953 2,660,902

H. H. WAGN ER DUAL CONTROL MECHANISM Filed April 14, 1951 2 Sheets-Sheet 2 ATTORNEY Patented Dec. 1, 1953 Harold H. Wagner, Peoria, 111., assignor to Caterpillar Tractor 00,, Peoria, 111., a corporation of Illinois Application-April 14, 1951; Serial N01 221, teams. (01. 74-480) as the description'proceeds.

In many engine installations such as in boats 0r locomotives it common practice to provide controls which permitadjustment oi" the speed of the engine either from the engine room or from the operators station such as "the cab or pilot house remote from the engine. Relativeiy complex fluid or electrically actuated controls have been used for this purpose but are undesirable because of their original cost and their intricate nature. 1

It is an object of the present invention to provide a mechanical dual control mechanism which permits a full-range of adjustment of the part to be controlled from either of two remotely positioned stations. It is a further object to provide a mechanical dual control in which separate control levers are latched in any position of adjustment but may be operated to obtain a full range of adjustment notwithstanding the fact that they are occasionally latched in different phase positions. Further and more specific objects and advantages of the invention will be made apparent in the following specification wherein reference is'made to the accompanying drawings.

In the drawings:

Fig. 1 is a perspective schematic View of a dual control mechanism embodying the present invention; I

Fig. 2 is a sectional view of a part of the control mechanism taken along the line IIII of Fig. 3; and

Fig. 3 is an enlarged sectional View taken on the line III-III of Fig. 2.

The principal parts of the mechanism'are encased in a housing It from which projects a short shaft or coupling pin I8 adapted to be connected with a part to be adjustedfor control. The coupling pin I8 is adapted to be locked to effect adjustment of the control part either by a remotely positioned lever shownat I3 in Fig. 1 or by a lever I4 carried adjacent the housing. According to the present invention, the lever It may be rocked to any position without respect to the position in which the lever I3 islatched so that the levers may be out of phase 2 With-respect to each -other. 'On the other hand, the lever I3 can be used for controlling the couplingpin' I8 and can be broughtinto phase with the lever I4 by simply swinging it to either of its two extreme positions. f I As best shown in Fig. 3, the housing It may be secured as by cap'screws I I to a wall, a fragment of-which is 'shown'at I2 which may be apart of an. engine governor or any mechanism tobecontrolled not shown. The ends of the coupling pin I2 is provided with any non-round -part suchas indica'ted at 22 for convenience in connecting it its" controllable I parts 'of' the governor which maybe 01" any conventionaltype The coupling pin I8 extends into a concentric boreIQ of a shaft 17 towhich the lever I4 is secured. The shaft His supported for oscillation ina bear ing 22 which is in turn supported within a hollow shaft' I6; Aspline connection illustrated at 23 is provided between the shaft I? and the-lever I4 and'a retainer 24 and screw 25 hold the lever in pla'ce'on'the'shaft. The drive shaft I6 ca'rriesa lever ZGthrOugh a spline connection shown at 27' and as illustrated in Fig. 1, the lever 26 is connected by a link 28 with the lever I3. Theilink 28"is'shown as a'single straightlink buti isintended to be representative of any suitable'linkage for transmitting rocking movement ofthelever' I 3tothe lever 26 and thus'to the hollowshaft I6; The lever I3 "is supported on a pin 30"for rocking'movement and this pin is carried bya supporting bracket 3I which. also 'carriesalisemi circular toothed quadrant .32

adaptedto"cooperate with a spring pressed plunger '34 to latch the lever infany .position' of adjustment? I I i The manner in Which-the coupling pin I8 may be actuated either by the 'shaft'iIS or the shaft.

I1; is best shown in Figs. 2 and'3. In these fig-' ur'esjapair' of latch members 36 are shown as having outwardly extending legs 31 exposedon opposite sides offradially extending lugs 38 carried. on the coupling pin I'B.. The ends of :the latches36 areserrated or toothed for engage m'ent with teeth 39 :provided'on'the inner periphery of a cu'p-like flange 4| jforrned asa part' of the driving shaft I fif'l'heselatches are: guided for radial reciprocalfmovement by a pin 43,-: the oppositeiiendsof which extend into; recesses! in the latches? The ends of the pin 1 are bored as indicated at 4B in Fig. '3. to receive springs 41.

which tend to' urge "the latches.outwardlydnto engagement with the teeth-39 so that 'theyare' normally" connected forrotation 'with the drive shaft '16: Additional springs "shown at 48; in

3 Fig. 2. may be provided to aid in urging the latches outwardly. The guide pin 43 extends through an opening 5] in the coupling pin I8 and has a. spherical enlargement 52 to provide a snug connection which permits slight rocking movement of the guide pin.

With the mechanism thus far described, the lever I3 may be employed to rock the coupling pin I8 and thus to adjust the governor to which it is connected because movement of the lever I3 rocks the lever 26 and hollow shaft I6 thus turning the latches 36 and guide pin 43 and coupling pin I8. In order to rock the coupling pin I8 by manipulation of the lever I4, the drive shaft I1 carries a flange 54 which as best shown in Fig. 2

supports four latch release pins 53 disposed adjacent the outwardly extending legs 31 of the latches 36. Thus upon rotation of the shaft" limited position, further movement of the lever I 3 will cause the teeth 39 on the flange M to override the toothed ends of the latches 36, this overriding being permitted by the resiliency of the springs 41 and 48. The length of the quadrant 32 may limit the movement of the lever I3 to high speed and low speed positions or, if desired, suitable stops not shown may be provided on the quadrant for this purpose. The latching pressure exerted by the springs 41 and 48 may be quite light to enable the levers to be brought into phase position in the manner just described with a minimum of manual exertion. Heavy spring not employed toreact to torque of the coupling pin I8 which may result from a governor spring or otl er mechanism that it controls since this by the lever I4, the pins 53 act to move the latchmembers toward each other against the tension of the springs 41 and 48. and this movement releases the latching. engagement and permits the latches to turn within the member M and through their en a ement with the lugs 33 to rock the shaft I8. lever I4 the. latches are disengaged from the cupike. member M, the lever I3. will not be moved and after such adiustment has. been made, the levers I3 and I4 may be out of phase with re-. spect to each other. With the controls out of phase, it might. be impossible to obtain a. com: plete. range of adjustment with the lever I3 but the present invention includes means to enable the, levers to be returned to. corresponding phase positions through manipulation of the lever I3. To accomplish this, a. pair of stops for the lever M are provided as. shown at 56, and 51 in Fig. 1. These stops are adjustably secured to the housing I0. as by screws 58 which extend through elon-. gated openings 5.9. in. the stop supports. The stopsextend outwardly from the housing to, a position for engagement by a spring pressed plunger 6 I reciprocably mounted in the lever I:4'. Where. the control is used on an engine governor, the stops will be positioned to limit the movement of the lever I4 to the positions which correspond to. high speed and low speed engine operation. Reciprocal movement of the plunger BI is limited by a pin B3 (see Fig. 3) extending through the lever and through a notch 62 in the plunger. The. stop 56 prevents movement of the control lever {4 beyond its low. engine, speed position. How... ever, to enable the engine. to be. shut down by moving the. lever I4 beyond this position, the plunger El. has. a notch. 64. (see. Fig. 3) positioned to register with and pass over the stop. when the. plunger is. depressed. The high speed stop 51. is preferably enlarged as shown at 6.5 in Fig. 1 to prevent passage of the. lever I4 beyond the high speed position even though the plunger may be inadvertently. depressed.

Assuming that the control levers I3 and I4 are; out of phase with respect to each other as might result from operation of the lever- I4, they may be. brought into phase by rocking the control member I3 as far as possible in one direction or they other, the. direction depending upon the rel-. ativephase positions. When the lever I3 is. thus rocked, the toothed cup. 4| will rotate and. being connected through the latches 36 and pins 53 with the shaft II, it will impart rocking movement to thelever I4 in the same direction as the. rock-ing movement of the lever I3 untii movement of the lever I4 is interrupted by one of the stops 56 or 51. since the lever I4 cannot rock beyond its Since, upon adjustment through the torque or tendency of the pin I8 to turn is trans! mitted through the lugs 38 which tend to separate the latches 36 and. increase the pressure of their toothed engagement with the cup M.

I claim:

1. A dual control comprising a driven member, a first driving shaft, a second driving shaft extending through and supported for relative rocking movement in the first driving shaft, manual-v ly operable control means for each of the driving shafts, releasable locking means associated with the control means for said first driving shaft, latches engageable with the first driving shaft for transmitting torque from said shaft to the driven member, and means on said second driving shaft for disengaging the latches from said first driving shaft and transmitting torque from the second driving shaft to the driven member through said latches.

2. A dual control comprising a driven member, a first driving shaft, a second driving shaft extending through and supported for relative rocking movement in the first driving shaft, manually operable control means for each of the driving shafts, releasable locking means associated with the control means for said first driving shaft, a pair of opposed latch members normally resiliently urged apart into latching engagement with the first driving shaft for transmitting torque from said shaft to the driven member, and means on said second driving shaft for disengaging the latches from said first driving shaft.

and transmitting torque from the second driving shaft to the driven member through said latches.

3. A dual control. comprising a driven member, a first driving shaft, a second driving shaft extending through and supported for relative rocking movement in the first driving shaft, manually operable control means for each of the driving shafts, releasable locking means associated with the control means for said first driving shaft, a cup-like flange on the first driving shaft having an internally toothed surface, a pair ofopposed latch members normally resiliently urged. apart into latching engagement with said internally toothed flange on the first driving shaft, driving connections between said latches and the driven member, and means on said second driving shaft for disengaging the latches from said. first driving shaft and transmitting torque from the second: driving shaft to the driven member through said latches.

4. A dual control comprising a driven member, a first driving shaft, a second driving shaft ex-v tending. through and; supported for relative rocking movement in the first driving shaft, manually operable control means for each of the driving Shafts, releasable locking. means associatedwith the control means for said first driving shaft, a cup-like flange on the first driving shaft having an internally toothed surface, a pair of opposed latch members normally resiliently urged apart into latching engagement with said internally toothed flange on the first driving shaft, a guide pin inter-connecting the latches to limit their relative movement to radially 0pposed directions, driving connections between said latches and the driven member, and means on said second driving shaft for disengaging the latches from said first driving shaft and transmitting torque from the second driving shaft to the driven member through said latches.

HAROLD H. WAGNER.

References Cited in the file of this patent Number 10 Number UNITED STATES PATENTS Name Date Lewis et a1. May 15, 1945 Gardiner et al Jan. 27, 1948 Suska July 25, 1950 FOREIGN PATENTS Country Date Great Britain Oct. 6, 1932 

